DRIVESCOREOur auto expert reviewers have awarded this score, after thoroughly testing this car.

Terrific value

Car-like interior presentation and good smattering of equipment

Five-year warranty

Narrow cabin not as well suited to three across the rear

Smaller tray and sub-one-tonne payload

Engine and five-speed auto struggle with a load

VALUE

8.0

SAFETY

6.0

COMFORT

6.0

PERFORMANCE

6.0

RESALE

5.0

SERVICING

7.0

SPACE

6.0

HANDLING

5.0

ECONOMY

6.0

CONNECTIVITY

7.0

OVERALL

7.0

Smaller and more affordable than rivals is a key part of the sales pitch with Mitsubishi's Triton, which continues to be popular with a broad demographic.

There are smatterings of tech and generous hits of equipment that make it a tempting proposition on paper. Look out for decent deals and packs, too, including this GLX+ model we tested for DCVOTY.

What does it cost?

The $37,500 price tag undercuts its rivals – and by a decent whack. It was enough to have judges doing a double take trying to work out what is missing as the GLX+ is generously appointed, including basics such as a reversing camera and cruise control, as fitted to its rivals.

Servicing costs are reasonable, too. The first comes at 15,000km or 12 months and is $350 and for the next two services it’s the same intervals for $450.

That it’s all backed by a five-year, 100,000km warranty that adds to the appeal.

What are the standout features?

Despite the razor sharp price, Mitsubishi has been generous with this GLX+ model, which gets more fruit than the GLX but is not as nicely presented as the GLS.

Alloy wheels and side steps add some visual fizz outside, while there’s digital radio (for dozens of extra stations) housed in the 7.0-inch touchscreen.

Another win is the addition of Apple CarPlay and Android Auto, while two USB plugs ensures all things smart remain charged.

The Triton also gets seatbelt reminders for all occupants and climate control air-conditioning.

How comfortable and convenient is it?

The car-like interior looks nice but it’s not as well suited to work as some of its rivals. Specifically, it could do with more storage compartments. Sure, there are decent cupholders, a covered centre console and a phone-friendly space ahead of the gear selector as well as door pockets.

But there’s none of the clever hidey-holes that can work well for those odds and ends that otherwise end up rattling around the cabin.

It’s a shame, because the driving position is generally good, albeit relatively high. It’s helped by the height and reach adjustment of the steering and relatively comfy seats.

How safe is it?

As with the rest of the car, the Triton’s safety is about getting the basics right without excelling.

There are seven airbags (including a knee bag) and a five-star safety rating, one achieved in 2015.

As well as a reversing camera there are seatbelt reminders front and rear and those with the newer Isofix child seats will appreciate the two rear mounting points.

While there were some concerns about the potential for upper leg injuries, the Triton was rated “acceptable” for its pedestrian protection.

CAR OF THE WEEK

Drivetrain and performance

The 2.4-litre turbo diesel is a willing unit, making 133kW and 430Nm. Around town it does a decent job shifting the body, working nicely with the five-speed auto.

It’s also impressively frugal, claimed to use 7.6L/100km. OK, so you’re going to use more than once you put it to work, but it’s still a fair chance to use less than its competitors.

There’s a distinctive clatter when it’s revving harder, something more noticeable with a load on board, at which point it feels only just adequate.

Extended freeway use would show up the lack of that extra ratio, although for zipping around town five is enough.

Space, practicality and payload

Space is where the Triton loses out. The cabin is noticeably narrower than its rivals, something that means there will be more elbow clashes up front.

In the rear, too, it’s a squeeze getting three adults across the back. And no matter how many are confined to the rear they’ll notice smaller door apertures and headroom that could necessitate some ducking.

The smaller body also means a smaller payload, which is perhaps no surprise. However, the 985kg maximum could become limiting, especially considering any people and in-cabin gear will need to be subtracted from that.

How does it drive?

That smaller body makes the Triton an easy thing to pilot around town. That is also behaves well through bends makes it a decent machine, at least without much weight on board.

However, the steering is unnaturally light; OK, none of these are sports cars with great steering, but the Triton is noticeably vague.

The user-friendly equation also comes apart slightly once you throw a decent load in the tray.

With 750kg in the back we found the rear leafs held up well enough but the back-end was prone to squirming, occasionally to the point where the stability control would chime in to keep things in check. There was also an odd low frequency vibration from the tyres when taking off.

Verdict

If you’re on a budget the Triton should be on your shortlist – with caveats. Despite its sub-$40k ask it is generously appointed and has the backing of a five-year warranty. It also lives up to its ute load lugging duties. Yet despite having four doors, the Triton’s body is smaller than its rivals, something your work colleagues may not like, especially if you have a full (well-fed) crew.

A former Editor of Drive, Toby remains one of our senior road test and feature contributors. With a nose for news and experience in motor racing, Tobes is one of the countries most authoritative motoring experts.

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